And mark franks



March 10, 1931. V HYLE ET AL Re. 17,999 RAIL ANCHOR FOR RAILWAYS Original Filed April 13, 1926 Jmmntow Mark Fran/753s,

Reissuecl Mar. 10, 1931 UNITED STATES PATENT OFFICE.

J'AOOB A. KYLE, 01' L08 ANGEL-ES, CALIFORNIA, AND MARK FRANKS, OF CHICAGO,

ILLINOIS, ASSIGNORS TO CONTINENTAL RAILWAY SUPPLY CORPORATION, A COB- POBA'IION OF DELAWARE BAIL ANCHOR FOB RAILWAYS Original No. 1,608,818, dated November 28, 1928, Serial No. 101,637, filed April 18, 1926. Application for reissue filed May 29, 1930. Serial No. 457,459.

This invention pertains to novel improvements in one-piece rail anchors or anticreepers especially designed to be secured to the base portion of railroad track rails and in enga ement with stationary parts of the road bed or the purpose of preventing longitudinal displacement of the rails during the travel of the rolling stock thereover.

The main object of the invention is to provide a .novel, simple, economical, durable,

ractical and thoroughly eflicient anchor rom a single piece of high grade spring steel ossessing maximum strength, which may e readily applied to the base of a track rail and securely retained in its proper operative position thereon, and which will always efectively grip the rail and cooperate with a stationary part of the road bed to prevent the track rail from creeping.

Another object of the invention is to so construct our improved device that it will always maintain an extremely effective and a firm frictional engagement with the track rail under all conditions of service.

Further objects of this invention are to so construct the novel rail anchoring device that it will successfully resist creeping of the track rail; that it may be removed and re applied any number of timesand always re tain its effective tension and gripping power; that it furnishes the required bearin surface against the railroad tie and exten s downwardly into the road ballast, and is so shaped at the point where it projects into the ballast that the vibration and wave motion of the rail will push the ballast apart so that it will not be in constant contact with said ballast thereby preventing interference with the railway electric signaling systems now emplolyipd e foregoing and such other objects as may appear from the ensuing description are accomp ished by the construction, arrangement, location and combination of the parts hereinafter more fully described, illustrated in the accompanying drawings, and particularly pointed out in the claims appended hereto, it being understood that slight changes in the precise form, proportions and minor details of construction may be resorted to without de arting from the spirit or sacrificing any 0 the advantagesof the invention.

In the accompanying drawings forming a part of this specification it will be seen that:

Fig. 1 is a side elevation of our improved device applied to a track rail, showing the track'rail in cross-section and in side elevation a railway tie broken away.

Fig. 2 is a perspective ofthe device detached from the rail, and p v Fig. 3 is an end elevation thereof.

In the embodiment of our invention as illustrated, the numeral 1 indicates a railroad track rail and 2 an underlying cross-tie forming a stationarypart of'the road bed and supporting the rail 1, the said rail'having a tendency to creep, when subjected to the travel of therolling stock thereover.

Our novel rail anchor 3 is formed from a single steel 0 the desired or required length, and may be of any desired thickness or width, preferably about'one and a half inches wide and from one fourth to five sixteenths of an inch thick, one end portion, that is, the headed or jaw portion4 being bent upon itself or doubled in the manner such as is, clearl shown in Figs. 1 and 2-, in order to farms maximum strength with a minimumvamount of steel, and said anchor may be formed b a suitable bending machine or drop forge Thebody portion of the anchor is formed with a downwardly extending V-shaped por- 7 tion 5 adapted to rest andprovide the desired bearing surface against the railwa cross-tie 2, while its free outer end terminates with an upward extension 6 which is adapted to firmly and tightly grip one edge of the rail base, as shown'in'Fig. 1, and an opening 7 is formed therethrough for the purpose hereinafter described.

It will be perceived that this anchor .is formed in such shape that the outer free end thereof normally extends in a horizontal plane above the level of the base portion 8 of the headed portion or jaw 4:, so that when the anchor is adjusted to the track rail there will be continuous or constant high pressure upwardly by the end 6 against the lower surover one edge of strmng the outer rice 8 of the portion 5 with a Ispiieke maul or by the use of a suitable toolap d to the 0, 7 at the outer end vof the portionffi. the portion 6 clears the lower edgeof the rail 'base, it issnapped upwardly by the resiliency of the anchor into looking engbgement with the edge of the rail so tightly clamp the edge of the mil base, and is maintained in such position to the tension or pressure exerted by the s ial and particular construction of mid anr iii', and owing to the continuous upward pressure of its outer end portion there is no nssibilit of the anchor loosening or dro mg ofi, the excessive vibration Inc usually occurs the passage of w P the r stool: over'the track rails. In ap ying the anchor 3 to the rail 1, the HDdJDI-IS'fi-lfl' placed in its proper position with relation to the cross-tie with the inner end of its jaw or headed portion 4'in engagement the and outer surface of a; the rail ion8 or lower jaw thereof engm the war corner of the rail base, and t y portion and free end portion beneath the bottom of the rail. Force is, 'ed to the 'aw end of theanchor 'to w more the anchor transversely of the rail. Thismovemento the anchor forces the jam 4 u wardly on the inclined surface of rail ass rd byreason of the contact of the lower jaw 8 the lower corner of the ilpyaxfsa turning movement to the ,jaw and the anchor, ,thus causing said endporfion to The tinder a resilient up- .wandtenslqn. .when jaw of an- I hasheenfforced to applied po- -t rai *base the upward extension 6 rests beneath the rail in I cloa roximit the opposite e e of i the raillnse 'v ihen 'hy impart' a ho ding jblow, thatjis stre to 'ari'the double leaf '10 and t ereby flex the V-shaped transversely of the ,rail, will t e outer end portion 6 to snap u wardly into tight. contact with thecd the rail base as shown.

ea The resiliency o" the under rail portion of anchor with the resiliency of the jaw ;end thereof ,maintains an intense grip This clanging action on the rail and permits- I the an or removed and re-appflied without impairing its holding qualities.

guard nails, frogs, ind switches, or where there is any obstruction to prevent the anchor I from'being driven into its proper position by a pounding blow, a suitable toolmay heronnected with said opening and with the-proper power applied theretowill cause the anchor to flex sufficiently to permit the outer end 7 portion 6 to snap into tight contact with the edge of the rail base.

' It will be understood that the her of spring steel from which this anchor is made is heat treated, and while in'highly heated conso dition it is bent upon itself forming the double leaf spring formation 10, the aw or headed portion 4, the u ward extension 6 is formed, and the open ng 7 is punched therethrough. This construction provides the jaw end of the anchor with the desired strength and makes it less resilient than the locking end 6 of theanchor. The angle of the jaw portion 4 is normally smaller than the. corresponding angle of the rail, base, '90 hence said jaw is sprung when forced into its roper operative position on the rail base, t uscausing the said jaw to co-act with the double leaf spring formation to maintain an intense clamping action thereon, while the terminal, of the leaf spring portion serves a reinforcement of the V-shaped portion, which is adapted to receive a blow for the final clamping action of the outer end of the anchor, and at the same time furnishes a-ddi-' tional bearing surface for the anchor against the railroad tie.

It is well known that manyrail anchors become loose after installation due to corro- .sion. However, in this particular construc tion there is always suflicient resiliency to compensate for such corrosion thereby insuring greater longevity. Q

Owing to the construction of this particular typeof anchor it will be readily evident v that the greater the tenden'c of the track rail to creep, the more intense w1 lbe the gripping actionof this anchor to prevent the creeping, thereby insuring a practical and effective anti-creeper. I 1 Regarding the appended claims defining the invention it is pointed out that where the expressionfidoubled resilient jaw portion is employed in the claims, this has reference 7 to the top and bottom jawportions of the" jaw designated generally as 4., irrespective of whether said 1' aw portions are composed of a single thickness of material or whether they are laminated or of double lear spring form, as manifestly the present rail anchor is eiplilally new whether the bar of material from w ch the anchor is formed is or is not folded upon itself to provide a-double leaf-spring formation at the end thereof that is bent to form the jaw 4. On the other hand, it isointed out that where the expression dou- Ele leaf spring is employed in the claims, this has reference to the folding of the bar of material upon itself to enhance the strength and the resiliency of the jaw 4.

Having thus described our invention what we claim and desire to secure by Letters Patent is:

1. A single piece rail anchor comprising a doubled resilient jaw portion forming an overlapping double leaf spring at one end, an upwardly extended portion at its other end, and a dependin intermediate portion.

2. A single piece rail anchor comprising a bar of spring steel formed with an overlapping doubled leaf spring aw portion at one end, an upward extension at its other end, and a depending intermediate portion adapted to contact with a railway tie.

3. A single piece rail anchor comprising a bar of spring steel formed with a double leaf spring, a resilient jaw at one end, an upward extension at its opposite end, and an intermediate depending portion.

4. A rail anchor of the character described, comprising a flat spring steel bar having one end bent upon itselfto form a double resilient jaw portion, an upward extension at its other end, and an intermediate depending portion.

5. A rail anchor of the character described, comprising a flat spring steel bar having one end doubled over to form a double resilient jaw portion, an upward extension at its other end, and a V-shaped intermediate depending portion.

6. A rail anchor of the character described,

comprising a doubled resilient jaw portion at one end, an upward extension at its other end, and an intermediate depending V-shaped portion.

7. An anti-creeper of the character described, comprising a flat steel spring bar having one end bent to form a double resilient jaw portion, an upward extension at its other end, and an intermediate depending V-shaped portion.

8. An anti-creeper of the character described, comprising a flat steel spring bar having one end bent upon itself to form a double resilient jaw portion, a double leaf spring formation, an upward extension at its other end, and an intermediate depending portion.

9. An anti-creeper of the character described, comprising a flat steel spring bar having one end bent upon itself to form a doubled jaw portion, an intermediate double leaf spring formation, an upward extension at its other end, and an intermediate V-. shaped depending portion.

10. A rail anchor of the character described, comprising a fiat steel spring bar having one end doubled to form a jaw portion, a double leaf spring formation, an upward extension at its other end, and a depending intermediate portion.

11. A rail anchor of the character described, comprising a flat steel spring bar having one end bent upon itself to form a doubled jaw portion, a double leaf spring formation, an upward extension at its other end, and a depending V-shaped intermediate portion with an opening formed through its body portion for the purposes set forth.

12. A one-piece rail anchor comprising a head portionhaving jaws respectively gripping the top and bottom of one base flange of the rail, and an under rail portion formed with terminal locking means for engagement with the outer edge of the other rail base flange; said under rail body portion being bent to provide two leg members one of which is positioned adjacent the head portion for exposure to pressure, from a hammer blow or its equivalent, to be transmitted substantially lengthwise of said other leg member thereby to increase its effective length and move said locking means into engagement with the rail flange subsequent to the full application of the head portion to the other rail flange.

13. A one-piece rail anchor comprising a head portion having jaws respectively gripping the top and bottom of one base flange of the rail and an under rail portion formed with terminal locking means for engagement with the outer edge of the other rail base flange; said under rail body portion being bent to provide two leg members divergently related, one of said leg members being substantially upright and positioned adjacent the head portion for exposure to pressure, from a hammer blow or its equivalent, to be transmitted substantially lengthwise of said other leg member thereby to increase its effective length and move said locking means into engagement with the rail flange subsequent to the full application of the head portion to the other rail flanges.

JACOB A. HYLE. MARK FRANKS. 

